This document summarizes a study on the performance and emissions of a single cylinder diesel engine using ethanol-diesel blends and fuel additives. The study tested blends with 5%, 10%, 15%, and 20% ethanol by volume. Ethyl acetate was added as an emulsifier to prevent phase separation in the blends. Testing was conducted at no load, 1kg load, and 2kg load. Results showed that brake specific fuel consumption increased for blends compared to diesel due to ethanol's lower heating value. CO emissions decreased for blends compared to diesel. CO2 emissions initially decreased at no load but then increased with load but remained below diesel levels. HC emissions increased for blends likely due to a lack of oxygen

1. Proceedings of PRIME 2017
National Conference on Progress, Research and Innovation in Mechanical Engineering
March, 2017
SCET, Surat, Gujarat, India
PRIME 2017 1
Performance Analysis of Single Cylinder
Diesel Engine by Using Alcohol-Blends &
Fuel Additives
PRATIK UMRIGAR1
, KALPRAJSINH ZALA2
, VISHAL JOSHI3
Automobile Technology Department,
Chhotubhai Gopalbhai Patel Institute of Technology (C.G.P.I.T),
Uka Tarsadia University, Bardoli-394350,
Gujarat, India
1
Pratik Umrigar. Assistant Professor, C.G.P.I.T. (e-mail: Pratik477@gmail.com)
2
Kalprajsinh Zala, Student M.Tech, C.G.P.I.T. (e-mail: Kalpraj7474@gmail.com)
3
Vishal Joshi, Student B.Tech, C.G.P.I.T. (e-mail: Vishaljoshi29195@gmail.com )
ABSTRACT
In view of increasing pressure on crude oil reserves
and environmental degradation as an outcome,
blending of diesel fuel has provided a better
solution. The objectives of this report is to analyse
the performance and the emission characteristic of
a Single Cylinder Diesel engine that are using
blended fuel & compared to usage of ordinary
diesel that are available in the market. This paper
describes the setups and the procedures for the
experiment which is to analyse the emission
characteristics of diesel engine. Data that are
required for the analysis will be observed from the
experiments. Calculations and analysis will be done
after all the required data needed for the experiment
is obtained. A four stroke Single cylinder CI engine
will be adopted to study the emissions at zero load,
partial load & full load with using 5, 10, 15 & 20%
ethanol-diesel blends.
KEYWORDS
Diesel engine; Ethanol; Blending; Emissions
1.INTRODUCTION
The main aim of this project is to mix organic fuel
like Alcohol (Ethanol) in different proportion like
ED5 (95% Diesel, 5% Ethanol), E10D, E15D &
E20D, then the exhaust emissions are tested and
simultaneously the performance of the engines are
tested. If the exhaust emissions are lower and the
performance of the engines are better than the
conventional Diesel, then we can add the alcohols
like ethanol and methanol and with diesel to control
the air pollution and to reduce the consumption of
petroleum fuels.
The overall objective of this research focuses on
finding ways to enhance the use of alcohol fuels in
compression ignition engines. To meet this aim,
alcohol & its properties have been studied with the
effect of blending it with diesel. The fuel
properties, combustion and engine-out emissions
are parameters used to justify the performance. The
objectives of this research are to:
a) Investigate the physical and chemical
properties, combustion and emissions of using
the alcohol & various additives to improve the
performance of the diesel fuel blended.
b) Investigate the performance of diesel engine
by using blended fuel. Performance measures
Brake specific fuel consumption.
2. BLENDING
2.1 Problems with Blending Ethanol-Diesel
The difficulties encountered while attempting to
use alcohols in CI engines, especially at high
alcohol ratios, which are summarized as follows.
1. Alcohol contains less heating value in
comparison to diesel fuel therefore
additional alcohol required than diesel fuel
by mass and volume.
2. Large proportion of alcohol could not mix
with diesel fuel homogeneously hence use
of diesel alcohol blends at large a ratio of
alcohols is not suitable. Also the blends
were not stable and separate in the presence
of a trace amount of water.

2. Proceedings of PRIME 2017
National Conference on Progress, Research and Innovation in Mechanical Engineering
March, 2017
SCET, Surat, Gujarat, India
PRIME 2017 2
3. The cetane numbers of Alcohols have
extremely low whereas the diesel engines
are favour to high cetane number fuels (45–
55) that can auto-ignite easily and give
minute ignition delay.
4. The poor auto-ignition capacity of alcohols
is accountable for severe knock due to fast
burning of vaporized alcohol and
combustion quenching caused by high latent
heat of vaporization and subsequent charge
cooling.
Due to the following problems listed above, fuel
additives will be required to be added.
A) Additive used Ethyl acetate as emulsifier,
is added to blended fuel to prevent phase
separation problem.
B) Preparation of blends
Adding ethanol to diesel fuel leads to
problem of ‘Phase Separation’. Phase
separation can be eliminated by 2
methods:-
i. By adding Ethyl Acetate to
ethanol-diesel blends
ii. By using fan or turbine in the
blends.
Fig. 1 Ethyl Acetate Fig. 2 Fan or Turbine
2.2 Preparation of Blends
To study the problem of phase separation we had
prepared test samples of 100ml each with different
proportion so ethanol & diesel. Four blends were
prepared i.e. E5D (Diesel 95ml, 5ml ethanol),
E10D, E15D & E20D.All the test samples were
kept for 2 weeks to study the phenomenon of phase
separation. Our literature review told us that the
phase separation would occur when the volume of
ethanol in diesel would be more than 12.5%. But
our test specimen told us that the phase separation
occurred in E10D.
Fig. 3 Samples of Ethanol-Diesel Blends
3. METHODOLOGY
For experimentation, a stationary single cylinder
diesel engine will be used. The engine will be
coupled with a rope brake dynamometer.
Table. 1
Fig. 4 Engine with rope brake dynamometer
Engine Type
4-Stroke Single Cylinder
Diesel Engine
Cooling Type Air Cooled Engine
No of Cylinders Single Cylinder
Bore Diameter 87.5mm
Stroke 100mm
Compression ratio 16.5:1
RPM 1100
Type of starting Crank starting
Engine Power 7KW

3. Proceedings of PRIME 2017
National Conference on Progress, Research and Innovation in Mechanical Engineering
March, 2017
SCET, Surat, Gujarat, India
PRIME 2017 3
Initially at no load conditions, the engine will be
started using normal diesel as fuel. Reading at
normal diesel without load would be taken after
engine getting warmup. The load applied on the
engine at the rate 1kg through the dynamometer
and the engine will be allowed to run for a while.
After the engine reaches equilibrium condition, the
various performance, combustion and emission
characteristic parameters will be observed and
recorded. The load will be then increased to 2kg
and the engine will allowed to run for some time to
reach the equilibrium condition. After reaching the
equilibrium conditions, the various performance,
combustion and emission parameters will be noted
as per the standard procedure.
Fuel Consumption is calculated by noting time
required for consumption of 10ml.
Fig. 5 Fuel Consumption for 10ml.
Emission Parameters like CO, HC, O2, & Co2 are
noted via the Exhaust gas analyser. The computer
attached to exhaust gas analyser gave us our
emission readings. Typical exhaust measuring
instrument with its monitor is shown below.
Fig. 6 Exhaust Gas Analyser
4. RESULTS & DISSCUSION
4.1 Brake Specific Fuel Consumption
After performing this experiment, we obtain
following results regarding Brake specific fuel
consumption (BSFC).From following Figure it is
clear that Brake Specific Fuel Consumption is
found to be increasing as the load increase
compared to diesel. This is due to lower heating
value of ethanol-blends than that of diesel fuel
alone.
Table. 2
Sr
No
Fuel
Fuel Consumption
(second)
No
Load
1
Kg
2
kg
1 Diesel 100 86 69
2 E5D 87 71 55
3 E10D 90 63 58
4 E15D 87 70 60
5 E20D 80 60 50
Fig. 7 Brake Specific Fuel Consumption Vs Loads
4.2 CO Emission
Figure shows the variation of CO emission levels
with respect to different loads. It shows that CO
emission is decrease by using ethanol blends at no
load condition as compared to diesel fuel. After this
CO emission is slightly increase in 1kg load for
E5D blend but after that it can be decrease
throughout.

4. Proceedings of PRIME 2017
National Conference on Progress, Research and Innovation in Mechanical Engineering
March, 2017
SCET, Surat, Gujarat, India
PRIME 2017 4
Table. 3
Sr
No
Fuel
CO(%)
No
Load
1
Kg
2
kg
1 Diesel 0.08 0.09 0.14
2 E5D 0.06 0.10 0.08
3 E10D 0.04 0.05 0.07
4 E15D 0.03 0.04 0.07
5 E20D 0.04 0.02 0.05
Fig. 8 Comparison of CO emission vs Loads
4.3 CO2 Emission
Figure shows the variation between CO2 emission
with respect to different loading condition. For all
ethanol blends CO2 emission is decreases as
compared to diesel fuel for all loading condition.
Table. 4
Sr
No
Fuel
CO2(%)
No
Load
1
Kg
2
kg
1 Diesel 1.68 2.4 3.3
2 E5D 0.8 1.1 2.8
3 E10D 0.5 0.9 2.2
4 E15D 1.2 1.3 1.9
5 E20D 0.6 0.7 2
Fig. 9 Comparison of CO2 Emission Vs Loads
4.4 HC Emission
From following figure it is observed that HC
emission for ethanol blends is very much higher
than that for the diesel fuel alone. The reason
behind this drastically increasing value of HC
emission is amount of oxygen that can be required
for complete combustion is not available in the
combustion chamber. The value of HC emission
can be very much higher in case of no load and 1kg
load after that it is decreasing.
Table. 5
Sr
No
Fuel HC(ppm)
No
Load
1
Kg
2
kg
1 Diesel 8 15 18
2 E5D 37 51 20
3 E10D 20 26 30
4 E15D 50 30 25
5 E20D 23 45 48
Fig. 9 Comparison of HC emission Vs Loads
4.5 Percentage of Oxygen
From Figure it shows that amount of oxygen that
required for complete combustion is very much less
for ethanol blends as compared to that for diesel
fuel.
Table. 6
Sr
No
Fuel
Oxygen(%)
No
Load
1
Kg
2
kg
1 Diesel 20.03 19.04 18.91
2 E5D 17.37 16.93 18.61
3 E10D 19 18.71 18.08
4 E15D 18.38 18.77 18.06
5 E20D 19.85 18.19 17.17

5. Proceedings of PRIME 2017
National Conference on Progress, Research and Innovation in Mechanical Engineering
March, 2017
SCET, Surat, Gujarat, India
PRIME 2017 5
Fig. 10 Comparison of Oxygen vs Loads
5. CONCLUSION
An experimental investigation was conducted on
the blends of ethanol with diesel and from analysis
it can be observed that tested blends were from 5%
to 20% of ethanol by volume and also with the
additive of Ethyl Acetate. After the experiment the
following conclusions can be drawn.
 Ethanol cannot be blended with diesel
without the assistance of additive such as
Ethyl Acetate. With the blends tested, the
blends of 5%, 10%, 15% and 20% (by
volume) with diesel were all separated into
two layers, when Ethyl Acetate were added
into the above blends, they were all lasted
longer without the phase separation
problem.
 The fuel consumptions of the engine fuelled
by the blends were higher compared with
those fuelled by pure diesel. The more
ethanol was added in, the higher fuel
consumptions take place, because ethanol
has low heating value so more fuel
consumption takes place when ethanol
percentage increases.
 CO emission is very much reduce by using
ethanol diesel blends as compared to diesel
fuel.
 CO2 emission is drastically reduce at no
load condition. After it is increasing as the
load increase but it is below the diesel fuel
emission.
 HC emission is increases in ethanol diesel
blends, the probable reason is due to lack of
oxygen that required for complete
combustion.
 Percentage of available oxygen is very much
less in ethanol diesel blends which is the
main factor for HC emissions.
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National Conference on Progress, Research and Innovation in Mechanical Engineering
March, 2017
SCET, Surat, Gujarat, India
PRIME 2017 6
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